System for controlling an aircraft thrust reverser

Abstract

The system (36) for controlling an aircraft thrust reverser comprises a reverse idle control device (38), a first detection device (31) configured to detect a condition for activating the thrust reverser when the reverse idle control is activated, and an actuation device (52) configured to activate the thrust reverser when the first detection device (31) detects the condition for activating the thrust reverser. The system further comprises a second detection device (42, 44, 46, 48, 49) configured to detect a condition for activating the reverse idle control, and the control device (38) configured to activate the reverse idle control when the second detection device (42, 44, 46, 48, 49) detects the condition for activating the reverse idle control.

Description

Technical Field

[0001] The present invention relates to a system and method for controlling an aircraft thrust reverser. Background Art

[0002] During landing, an aircraft, such as an airplane, comes down onto a surface, such as a runway, at high speed. The braking system then acts to slow the aircraft down until it comes to a complete stop or allows it to safely run to a parking spot.

[0003] The braking system implemented to slow the aircraft during landing includes friction brakes acting on the landing gear, ground spoilers, and thrust reversers. During a conventional landing procedure, the pilot activates the friction brakes and ground spoilers as soon as they have the aircraft on the runway. If necessary, the pilot can manually activate the thrust reversers. Thrust reversers can also be activated during an aborted takeoff.

[0004] If the braking system is not used optimally, there is a risk of the aircraft excurding longitudinally from the runway. This could have serious consequences for passengers on board or those near the runway. This risk is even greater when the runway is short, the aircraft is heavy, or weather conditions are unfavorable.

[0005] To limit this risk, automatic braking systems, also known by the corresponding acronym "AB," have been proposed. These systems automatically activate the friction brakes as soon as the aircraft touches down on the runway. This solution therefore reduces the reaction time before the friction brakes are activated and, consequently, the braking distance.

[0006] However, such a solution may not be satisfactory under certain conditions. For example, when the runway is wet, friction brakes may not be fully effective. It may also be the case that the friction brakes alone are insufficient to stop the aircraft in time due to the long time between the start of the flare and the aircraft touching down on the runway. In the case of an aborted takeoff, the remaining runway length may be important to allow the aircraft to stop without excursion. In these embodiments, unless reverse thrust is used, the aircraft risks excursion.

[0007] To do this, the pilot must make the decision to use reverse thrust and manually activate the thrust reversers. These actions must be performed under high pilot stress, especially during bad weather, when the aircraft is landing late on the runway, or when a takeoff is aborted. Due to this stress, the pilot may take some time to make the decision to use reverse thrust, or even forget to activate the thrust reversers.

[0008] To overcome this shortcoming, some aircraft are equipped with a reverse idle control, also known by the corresponding abbreviation "REV IDLE". Figure 1 and Figure 2 , the control lever 2 or 4 for such aircraft thrust can be positioned in a forward operating range 6, which is between a forward idle position (also referred to by the corresponding abbreviation "FWD IDLE") and a forward full throttle position 10 (also referred to by the corresponding abbreviation "Forward Maximum" or "FWD MAX"). The control lever 2 or 4 can also be positioned in a thrust reversal range 12, generally identified by a notch. The range 12 extends between a reverse idle position 14 (also referred to by the corresponding abbreviation "REV IDLE") and a maximum power position with a reverser 16 (also referred to by the corresponding abbreviation "Reverse Maximum" or "REV MAX").

[0009] In aircraft equipped with this type of reverse idle control, the pilot places control stick 2 or 4 in position 14 just before the aircraft touches the runway. For example, the pilot may place control stick 2 or 4 in position 14 at the beginning of the flare during the final landing phase, at the same time as when the pilot fully reduces the throttle. In response, the thrust reversers remain closed until it is detected that the aircraft's weight rests on the landing gear. Once the aircraft's weight rests on the landing gear, the thrust reversers open and reverse thrust can be applied with reduced response time.

[0010] While this type of solution may reduce the risk of longitudinal runway excursion during landing, it is not entirely satisfactory. Indeed, this solution requires the pilot to position lever 2 or 4 in position 14 during the final stages of the aircraft's landing. At this point, the pilot is already under significant stress. This stress is even greater during adverse weather conditions, which correspond to conditions in which the thrust reversers may have to play a significant role. Consequently, there is always the risk that the pilot will activate the thrust reversers too late or forget to do so. Summary of the Invention

[0011] In view of the above circumstances, the present invention aims to overcome the above disadvantages.

[0012] More specifically, the present invention aims to improve the control of reverse thrust in order to minimize the time that passes before reverse thrust is implemented or to limit the risk of forgetting to actuate the thrust reversers.

[0013] To this end, a system for controlling an aircraft thrust reverser is provided, the system comprising a reverse idle control device, a first detection device configured to detect a condition for activating the thrust reverser when the reverse idle control is activated, and an actuation device configured to activate the thrust reverser when the first detection device detects the condition for activating the thrust reverser.

[0014] According to one of its general features, the system further comprises a second detection device configured to detect a condition for activating the reverse idle control, the control device being configured to activate the reverse idle control when the second detection device detects the condition for activating the reverse idle control.

[0015] This prevents the user (e.g., the pilot of the aircraft) from having to control the controls during stressful phases, such as final landing or triggered aborted takeoff. This allows for a faster reaction time before reverse thrust is applied and reduces the risk that a control to activate reverse thrust will be forgotten.

[0016] An arming module may also be provided, which can be activated by a user during the step of preparing the aircraft for landing and / or the step of preparing the aircraft for takeoff, the second detection device being configured to detect the condition for activating the reverse idle control only when the arming module is activated.

[0017] This prevents the triggering of reverse thrust from occurring in an undesirable manner, in particular during the cruise flight phase.

[0018] Advantageously, the arming module comprises means for arming the automatic braking system of the aircraft, the arming module being configured to be activated when a user actuates the arming means.

[0019] Such an arming module simplifies the operation of the control system by allowing a user (eg, a pilot of an aircraft) to arm the control system of the thrust reversers simultaneously with arming the aircraft's automatic braking system.

[0020] In one embodiment, the control device includes a controller for at least one engine of the aircraft and a control lever capable of activating a reverse idle control.

[0021] An electric actuator may also be provided in communication with the controller, the controller being capable of controlling the electric actuator to change the position of the control column between a position in which the control column controls forward operation of the aircraft's engines and a position in which the control column activates reverse idle control.

[0022] Such a design allows for easy automation of thrust reversal control while ensuring good visual control of the activation of such control by the user (eg, the pilot of an aircraft).

[0023] A means for displaying the position of the control lever may also be provided.

[0024] According to another embodiment, the system comprises means for displaying the activation of the reverse idle speed control, the controller being able to directly activate the reverse idle speed control.

[0025] Such a design allows the thrust reversal control to be automated without the need for control actuators to change the position of control levers of the aircraft's engines, or without the need for such actuators.

[0026] In one embodiment, the second detection device is capable of detecting at least one parameter selected from the group consisting of: aircraft speed, aircraft altitude, aircraft altitude change rate, and aircraft descent angle.

[0027] The second detection means thus configured makes the detection of the conditions for activating the reverse idle speed control more reliable, since it allows detecting the situation corresponding to the start of the flare in the final phase of landing, a situation suitable for controlling the activation of the reverse idle speed control.

[0028] Advantageously, the required condition for the second detection means to detect the condition for activating the reverse idle control is that the aircraft engine power control is comprised between 0% and 5% of maximum power.

[0029] This makes the detection of the conditions for activating the reverse idle control more reliable, since the above-mentioned engine power control range generally corresponds to the engine power control range implemented when the aircraft is in a flare start situation during the final landing phase.

[0030] According to another aspect, a method for controlling a thrust reverser device connected to at least one engine of an aircraft is provided, the method comprising, in this order:

[0031] - detection of conditions for activating reverse idle speed control,

[0032] - activation of reverse idle speed control,

[0033] - detection of conditions for activation of thrust reversal devices, and

[0034] - Activation of thrust reversers.

[0035] Preferably, the detection of a condition for activating the reverse idle control is preferably the detection of a situation at the beginning of a flare before landing of the aircraft, or the detection of a situation triggering an aborted takeoff. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Other objects, characteristics and advantages of the present invention will become apparent on reading the description given by way of non-limiting example only and made with reference to the accompanying drawings, in which:

[0037] Figure 1 、 Figure 2 An embodiment of a control column equipped with an aircraft is shown. Figure 1 and Figure 2 It has already been mentioned,

[0038] Figure 3 Schematically illustrating an aircraft according to one aspect of the invention,

[0039] Figure 4 A control system according to a first embodiment is schematically shown, which can be incorporated into Figure 3 In the aircraft,

[0040] Figure 5 and Figure 6 Schematic diagram showing how to use Figure 4 The first embodiment of the control method implemented by the system,

[0041] Figure 7 and Figure 8 Schematically shows that Figure 4 The system is used to implement the second embodiment of the control method, and

[0042] Figure 9 A control system according to a second embodiment is schematically shown. DETAILED DESCRIPTION

[0043] refer to Figure 3 , schematically illustrates an aircraft 18 according to one aspect of the present invention. In this case, the aircraft 18 is an aircraft provided with two jet engines 20 and 22.

[0044] Each engine 20, 22 is provided with a thrust reverser 24, 26, respectively. The thrust reversers 24 and 26, known per se, comprise flaps that are located downstream of the flow passing through the engines 20 and 22. The flaps of the thrust reversers 24 and 26 deflect the flow from the engines 20 and 22, thereby applying a thrust directed towards the front of the aircraft 18. When the flaps of the thrust reversers do not deflect the flow from the respective engines 20, 22, the thrust reversers 24, 26 are closed, and when the flaps of the thrust reversers deflect the flow from the respective engines 20, 22, the thrust reversers are opened. Alternatively, the thrust reversers 24 and 26 can be cascaded so as not to overlap each other.

[0045] Aircraft 18 includes two control sticks 28 and 30. The control sticks 28, 30 can be manipulated by a pilot (not shown) of aircraft 18 to control the thrust generated by the respective engines 20, 22. The sticks 28 and 30 can be graduated, similar to Figure 1 and 2 Scales for levers 2 and 4 are shown in FIG. In particular, levers 28 and 30 may be positioned in a forward range 6 between a forward idle position 8 and a forward full throttle position 10 or in a thrust reverse range 12 between a reverse idle position 14 and a maximum power position with reverser 16 .

[0046] Aircraft 18 includes a speed detector 44 , which may be, for example, a pitot tube probe, an altimeter 46 , a radio altimeter 48 , and position sensors 49 for poles 28 and 30 .

[0047] Aircraft 18 includes a weight-on-wheels detector 31. Weight detector 31 may be a load or force detector. The function of detector 31 is to detect the condition in which the weight of aircraft 18 rests on the wheels of the landing gear (not shown) of aircraft 18. This condition is also known as "weight on wheels" or the corresponding acronym "WoW."

[0048] The aircraft 18 comprises a disc brake system 32. The system 32 is capable of applying friction brakes on the wheels of the landing gear of the aircraft 18.

[0049] Aircraft 18 includes an automatic braking module 34. Automatic braking module 34 can be operated by the pilot to arm and select a braking intensity. In this regard, module 34 includes an arm button 33 and an input interface 35. When automatic braking module 34 is armed, it is configured to control system 32 at the input braking intensity once detector 31 detects that the weight of aircraft 18 rests on the wheels of the landing gear. Different automatic engagement logics for system 32 are contemplated without departing from the scope of the present invention, such as a combination of the weight of aircraft 18 resting on the wheels of the landing gear, spoiler deployment, and confirmation time.

[0050] The aircraft 18 is provided with a control system 36 for the thrust reversers 24 and 26. Reference will now be made to Figure 4 System 36 is described in detail.

[0051] System 36 includes a control device 38 that includes levers 28 and 30 and a controller 40 .

[0052] System 36 includes a detection module 42. Module 42 includes detector 31, speed detector 44, radio altimeter 48, and position sensor 49. Thus, detection module 42 is capable of detecting the weight condition of aircraft 18 resting on the wheels of the landing gear, airspeed information of aircraft 18, altitude information of aircraft 18 relative to the ground, and the corresponding positions of sticks 28 and 30.

[0053] By calculating the rate of change of aircraft 18's altitude with respect to time, detection module 42 can determine the rate of descent of aircraft 18. By determining the rate of change of aircraft 18's altitude with respect to the longitudinal displacement of aircraft 18, module 42 can determine the angle of descent or climb of aircraft 18.

[0054] The system 36 includes an arming module 50 . The arming module 50 includes an arming button 33 of the automatic braking system 34 .

[0055] The system 36 comprises an actuation module 52 . The module 52 comprises an actuation unit 54 capable of controlling the opening and closing of the thrust reversers 24 , and an actuation unit 56 capable of controlling the opening and closing of the thrust reversers 26 .

[0056] System 36 includes an electric motor 58 capable of changing the position of lever 28 and an electric motor 60 capable of changing the position of lever 30. Motors 58 and 60 allow levers 28 and 30 to be switched between a reverse idle position 14 and a forward full throttle position 10.

[0057] Figure 5 and 6 The method for controlling the thrust reversers 24 and 26 represented in FIG. 1 may be implemented by the control system 36 .

[0058] Figure 5 and Figure 6 The method shown begins with an approach phase aimed at landing the aircraft 18 on runway 62. For example, the method begins with step E01 of the approach checklist. During step E01, the pilot of the aircraft 18 performs a number of actions aimed at preparing the aircraft 18 for an approach to and landing on runway 62. During step E01, the pilot may, in particular, press the arming button 33 of the automatic braking module 34. During step E01, the situation of the aircraft 18 relative to runway 62 is Figure 6 It is schematically indicated by reference numeral 64 .

[0059] Figure 5 The method comprises a second test step E02. During step E02, it is determined whether the pilot has pressed the arming button 33. If the answer to step E02 is "no", it is assumed that the pilot has not armed the arming module 50 of the automatic braking system 36, and the thrust reversers 24 and 26 will not be automatically controlled by the system 36.

[0060] If the answer is “yes” at the end of step E02 , a step E03 of activating the standby module 50 is applied.

[0061] After step E03, a test step E04 is applied for detecting the conditions for activating the reverse idle control. During step E04, the detection module 42 collects the speed detected by the detector 44, the altitude transmitted by the radio altimeter 48, the positions of the sticks 28 and 30, and the descent angle of the aircraft 18. Based on these data, the detection module 42 determines during step E04 whether the aircraft 18 has begun to level out before landing on the runway 62. As long as the data collected by the module 42 do not indicate that the aircraft 18 has begun to level out for landing on the runway 62, the answer to the test step E04 is "no".

[0062] Once the module 42 determines that the aircraft 18 begins to level off for landing on the runway 62, the conditions for activating the reverse idle control are detected and the answer to the test step E04 is "yes". The moment the answer to the test step E04 becomes "yes" is at Figure 6 It is schematically indicated by reference numeral 66 .

[0063] For example, conditions for activating reverse idle control may be detected when the altitude above ground level is less than 50 feet, the airspeed is within a 5% tolerance range around a reference speed for landing, the position of levers 28 and 30 is within the forward range 6 and is comprised between 0% and 5% of maximum power (which may be provided by engines 20 and 22), and the vertical speed is negative. Alternatively, the position of levers 28 and 30 may be comprised between −5% and +5% around the forward idle position 8.

[0064] In the following step E05, the controller 40 controls the electric motors 58 and 60 in order to switch the levers 28 and 30 to the reverse idle position 14. Thus, without the thrust reversers 24 and 26 being deployed, the reverse idle control is active, since the weight of the aircraft 18 does not yet rest on the wheels of the landing gear.

[0065] The method comprises a test step E06 during which it is determined whether the weight of the aircraft 18 rests on the wheels of the landing gear. As long as the weight of the aircraft 18 does not rest on the wheels of the landing gear, the answer to step E06 is "no". After the aircraft 18 has landed on the runway 62, the detection module 42 detects that the weight of the aircraft 18 rests on the wheels of the landing gear, and the answer to step E06 is "yes". The answer to step E06 becomes "yes" at the moment Figure 6 It is schematically indicated by reference numeral 68 .

[0066] When the answer to step E06 is "yes", a test step E07 for detecting the conditions for activating the thrust reversers 24 and 26 is applied. During step E07, it is detected whether the landing of the aircraft 18 on the runway 62 is confirmed. For this purpose, it is detected whether the situation in which the weight of the aircraft 18 rests on the wheels of the landing gear persists for a certain duration (for example, half a second). If, within half a second after the moment 68, the weight of the aircraft 18 no longer rests on the wheels of the landing gear, the answer to step E07 is "no" and step E06 is applied again. If, for the entire half second after the moment 68, the weight of the aircraft 18 remains on the wheels of the landing gear, the answer to step E07 is "yes" and the conditions for activating the thrust reversers 24 and 26 are activated. The moment when the answer to step E07 becomes "yes" is at Figure 6 Indicated by reference numeral 70 .

[0067] Then the step E08 of deploying the thrust reversers 24 and 26 in the open position is applied. During step E08, the units 54 and 56 switch the flaps of the thrust reversers 24 and 26 to the open position, the engines 20 and 22 still running at idle speed. The moment when the thrust reversers 24 and 26 are deployed in the open position is Figure 6 The time is indicated by reference numeral 72 and is approximately 2 seconds after time 70.

[0068] The method for controlling the thrust reversers 24 and 26 is then complete. At the end of this method, the pilot of the aircraft 18 can pull the levers 28 and 30 towards him to increase the power supplied by the engines 20 and 22 and thus increase the braking effect provided by the thrust reversers 24 and 26.

[0069] Thus, system 36 allows thrust reversers 24 and 26 to be deployed in the open position 2.5 seconds after aircraft 18 touches down on runway 62. In comparison, when the pilot manually triggers the thrust reversers after landing on track, this duration averages 3.5 seconds. Assuming that aircraft 18 is traveling at a very high speed between times 68 and 72, system 36 significantly reduces the braking distance of aircraft 18.

[0070] This advantage is even greater when the pilot delays manual activation of the thrust reversers due to considerable stress (which can often occur because the thrust reversers must be used under stressful conditions, particularly in adverse weather conditions or after an extended flare). In such an embodiment, the pilot may need several seconds to position the levers 28 and 30 in the reverse idle control position 14. Under these conditions, the duration between time 68 and time 72 is significantly greater than 2.5 seconds. Under stress, the pilot may even forget to activate the reverse thrust. The braking distance of the aircraft 18 is correspondingly increased.

[0071] refer to Figure 7 and 8 Another embodiment of a method for controlling the thrust reversers 24 and 26 intended to be implemented by a system 36 is schematically illustrated. Figure 7 and 8 The method begins during step E01 with preparations for takeoff of aircraft 18 on takeoff runway 76. More specifically, step E01 may include the execution of a takeoff checklist by the pilot of aircraft 18. During step E01, the pilot prepares aircraft 18 for takeoff on runway 76. During step E01, the pilot of aircraft 18 may press the arming button 33 of the automatic braking module 34, causing the disc brake system 32 to automatically activate upon detection of an aborted takeoff. The moment corresponding to step E01 is Figure 8 It is schematically indicated by reference numeral 78 .

[0072] Figure 7 The method comprises a test step E02 during which it is determined whether the pilot has pressed the standby button 33. If the answer to step E02 is "no", the system terminates. Figure 7 method, and the thrust reversers 24 and 26 will not be automatically controlled by the system 36.

[0073] If the answer to the test step E02 is “yes”, a step E03 for activating the standby module 50 is applied.

[0074] After step E03, a test step E04 is applied for detecting the conditions for activating the reverse idle control. During step E04, the module 42 detects whether a situation triggering an aborted takeoff is implemented. To this end, the module 42 can collect at least one data selected from the following: the actuation set point for the disc brake system 32, the switching of the levers 28 and 30 from the forward full throttle position 10 to the forward idle position 8, the airspeed of the aircraft 18 being lower than the calculated pre-takeoff speed V1. As long as a situation triggering an aborted takeoff is not detected during step E04, the answer to step E04 is "No". If a situation triggering an aborted takeoff is detected during step E04, the answer to step E04 is "Yes" and step E05 is applied. The moment when the event triggering an aborted takeoff occurs is Figure 8 The answer to step E04 becomes "yes" at the moment Figure 8 Indicated by reference numeral 80 .

[0075] During a step E05 , the controller 40 activates the reverse idle control.

[0076] The method then includes a test step E06 for detecting the conditions for activating the thrust reversal device. During step E06, it is detected whether the weight of aircraft 18 rests on the wheels of the landing gear. Since aircraft 18 has not yet taken off at time 80, aircraft 18 is on runway 80 and the answer to step E06 is immediately "yes".

[0077] Step E17 is then applied, during which the controller 40 controls the electric motors 58 and 60 in order to switch the levers 28 and 30 to the position 14. As a result, the units 54 and 56 deploy the thrust reversers 24 and 26 in the open position.

[0078] At the end of step E17, the thrust reversers 24 and 26 are deployed in the open position. The moment corresponding to the end of the deployment of the thrust reversers in the open position is Figure 8 It is schematically indicated by reference numeral 82 .

[0079] The method is then completed and the pilot can pull the levers 28 and 30 towards him to increase the braking effect via the thrust reversers.

[0080] As in Figure 5 and 6 The system 36 allows reducing the time that passes between the moment 79 at the beginning of the takeoff abort and the moment 82 when the thrust reversers 24 and 26 are deployed in the open position. In the event of an aborted takeoff, the aircraft 18 is susceptible to cycling at very high speeds and the pilots are susceptible to considerable stress. Therefore, as Figure 5 and 6 situation, Figure 7 and 8 The method allows to significantly limit the braking distance of the aircraft 18 and therefore the risk of longitudinal runway excursion of the aircraft 18 .

[0081] The pilot can monitor the activation of the reverse idle control as the electric motors 58 and 60 change the positions of the levers 28 and 30. If he wishes, he can at any time switch the levers 28 and 30 outside the thrust reversal range 12 in order to leave or restore the thrust reversers 24 and 26 in the closed position.

[0082] refer to Figure 4 The system 36 may also include a display device 84. In this case, the display device 84 includes a display screen (not shown) that is capable of displaying the message "Reverse idle control activated." When provided, the display device 84 thus provides an additional means of informing the pilot of the aircraft 18 that the reverse idle control is activated.

[0083] Reference Figure 9A control system 86 according to a second embodiment of the invention is shown. System 86 may be incorporated into aircraft 18 instead of system 36. Like elements have like reference numerals.

[0084] System 86 differs from system 36 in that control unit 38 does not include levers 28 and 30. System 86 further differs from system 36 in that it does not include electric motors 58 and 60. In addition, controller 40 communicates information directly with units 54 and 56. System 86 includes display device 84.

[0085] When System 86 is used to implement Figure 5 and 6 During the method, during step E05, the controller sends a message to the display device 84 to display the message "Reverse idle control activated." Alternatively, the controller 40 may transmit an audio message. The controller 40 may also transmit a combination of a text message and an audio message. At the end of step E05, the pilot is thus informed of the activation state of the reverse idle control. Furthermore, during step E08, the controller 40 generates a command for deploying the thrust reversers 24 and 26 in the open position and sends this command to the units 54 and 56. As a result, the thrust reversers 54 and 56 are deployed in the open position without switching the levers 28 and 30.

[0086] When system 86 is used to implement Figure 7 and 8 , during step E05 , the controller sends a signal to the display device 84 to display the message “Reverse idle control active” and sends an instruction to the units 54 and 56 to deploy the thrust reversers 24 and 26 in the open position.

[0087] Like system 36, system 86 can be used to implement Figure 5 、 6 , 7 and 8. However, in the case of system 36, controller 40 indirectly controls units 54 and 56 by controlling motors 58 and 60 to change the position of rods 28 and 30, but in the case of system 86, controller 40 acts directly on units 54 and 56.

Claims

1. A system (36, 86) for controlling a thrust reversing device (24, 26) of an aircraft (18), the system comprising a reverse idle control device (38), a first detection device (31) and an actuation device (52), wherein the first detection device (31) is configured to detect a condition for activating the thrust reversing device (24, 26) when the reverse idle control is activated, and the actuation device is configured to activate the thrust reversing device (24, 26) when the first detection device (31) detects the condition for activating the thrust reversing device (24, 26), characterized in that: The system further includes a second detection device configured to detect a condition for activating the reverse idle control, and the reverse idle control device (38) is configured to activate the reverse idle control when the second detection device detects the condition for activating the reverse idle control; wherein the reverse idle control device (38) comprises a controller (40) for at least one engine (20, 22) of the aircraft and a control lever (28, 30), the control lever (28, 30) being capable of activating the reverse idle control; The conditions for activating the thrust reversal device (24, 26) include: determining whether the weight of the aircraft (18) rests on the wheels of the landing gear; The conditions for activating the reverse idle control include: collecting the following data: the speed detected by the second detection device, the altitude transmitted by the radio altimeter, the position of the control stick (28, 30), and the descent angle of the aircraft (18); determining based on the data whether the aircraft (18) begins to level off before landing on the runway (62); or Collecting at least one data selected from the group consisting of: an actuation set point for a disc brake system (32), a shift of the control lever (28, 30) from a forward full throttle position (10) to a forward idle position (8), an airspeed of the aircraft (18) falling below a calculated pre-takeoff speed (V1); and detecting whether a triggering aborted takeoff condition is implemented.

2. The system (36, 86) according to claim 1, further comprising an arming module that can be activated by a user during a step of preparing the aircraft (18) for landing and / or a step of preparing the aircraft for takeoff, the second detection device being configured to detect a condition for activating the reverse idle control only when the arming module (50) is activated.

3. The system (36, 86) of claim 2, wherein: The arming module (50) comprises an arming device (33) for arming an automatic braking system (34) of the aircraft (18), the arming module (50) being configured to be activated when a user actuates the arming device (33).

4. The system of claim 1, comprising an electric actuator (58, 60) in communication with the controller (40), the controller (40) being capable of controlling the electric actuator (58, 60) to change the position of the control lever (28, 30) between a position in which the control lever (28, 30) controls forward operation of the engines (20, 22) of the aircraft (18) and a position in which the control lever (28, 30) activates the reverse idle control (14).

5. The system (36, 86) of claim 1, further comprising means for displaying the position of the control lever (28, 30).

6. The system according to claim 1, comprising means for displaying activation of the reverse idle speed control, the controller (40) being capable of directly activating the reverse idle speed control.

7. The system (36, 86) of claim 1, wherein: The second detection device is capable of detecting at least one parameter selected from the following: the speed of the aircraft (18), the altitude of the aircraft (18), the altitude change rate of the aircraft (18), and the descent angle of the aircraft (18).

8. The system (36, 86) according to any one of claims 1 to 7, wherein: The second detection device detects a necessary condition for activating the reverse idle control, that is, the aircraft (18) engine power control is comprised between 0% and 5% of the maximum power.

9. A method for controlling a thrust reversal device (24, 26) connected to at least one engine (20, 22) of an aircraft (18), the method comprising, in order: - detection of conditions for activating reverse idle speed control (E04), - activation of the reverse idle control (E05), - detection (E06, E07) of conditions for activating said thrust reversal means (24, 26), and - activation (E08, E17) of the thrust reversal means (24, 26), The detection of a condition for activating the reverse idle speed control (E04) is the detection of a situation at the beginning of a flare of the aircraft or a situation triggering an aborted takeoff; The conditions for activating the reverse idle speed control include: collecting the following data: speed detected by a detection device, altitude transmitted by a radio altimeter, position of a control column (28, 30), and descent angle of the aircraft (18); determining based on the data whether the aircraft (18) begins to level off before landing on a runway (62); or collecting at least one data selected from the group consisting of: an actuation set point for a disc brake system (32), a shift of the control lever (28, 30) from a forward full throttle position (10) to a forward idle position (8), an airspeed of the aircraft (18) below a calculated pre-takeoff speed (V1); detecting whether a triggering aborted takeoff condition is implemented; The conditions for activating the thrust reversal devices (24, 26) include determining whether the weight of the aircraft (18) rests on the wheels of the landing gear.

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